US5662548A - Start controller for automatic transmission - Google Patents

Start controller for automatic transmission Download PDF

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Publication number
US5662548A
US5662548A US08/647,256 US64725696A US5662548A US 5662548 A US5662548 A US 5662548A US 64725696 A US64725696 A US 64725696A US 5662548 A US5662548 A US 5662548A
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gear
control
throttle opening
predetermined
speed gear
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Akimasa Mori
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JATCO Ltd
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JATCO Corp
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/02—Selector apparatus
    • F16H59/08—Range selector apparatus
    • F16H2059/082—Range selector apparatus with different modes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0096—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using a parameter map
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/023—Drive-off gear selection, i.e. optimising gear ratio for drive off of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/02—Driving off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/02—Driving off
    • F16H2312/022—Preparing to drive off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2312/00—Driving activities
    • F16H2312/04—Holding or hillholding
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/141—Inputs being a function of torque or torque demand of rate of change of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S477/00—Interrelated power delivery controls, including engine control
    • Y10S477/904—Control signal is acceleration
    • Y10S477/905—Acceleration of throttle signal

Definitions

  • the present invention relates to a start controller for an automatic transmission having a function of suppressing creep which causes fine speed advance of a vehicle without stepping on an acceleration pedal during the operation of an engine when a select lever is located at a forward advance position.
  • a typical vehicle including an automatic transmission permits a vehicle body to be brought into fine speed forward movement (hereinafter, referred simply to as creep.) when the automatic transmission is set to a forward advancement mode during the time an engine is operated but the vehicle is stopped. This is because that a first gear set to the automatic transmission in the stopped state has a high gear ratio, so that even slight driving force due to idle rotation of the engine is increased corresponding to the gear ratio of the first gear in a transmission mechanism and hence it is increased enough to rotate wheels.
  • a controller of an automatic transmission includes a creep suppression control function incorporated therein in which the automatic transmission is set to a second gear or higher during stoppage of a vehicle to automatically increase a speed change ratio whereby driving force of idle rotation of an engine does not get greater to rotate wheels through the transmission mechanism, eliminating the need of a driver to step on a brake pedal (otherwise, it will do for a driver to less step on).
  • An ordinary control function given to the controller of the automatic transmission is to control the speed change operation of the automatic transmission using allocation ranges of each gear that correspondes to throttle openings and vehicle speeds, to which function the first gear is in principle set when the vehicle is started.
  • Japanese Patent Application Laid-Open No. 62-184265 discloses an example of such a controller of an automatic transmission.
  • a vehicle speed and an engine revolution speed are detected to discriminate the operator's intention of continuation of stoppage and the operator's intention of a start, and sets a second gear to the automatic transmission for suppression of creep while interpreting the operator as having the intention of a start if the vehicle speed is less than a predetermined level, and returns the control to ordinary gear control when the engine revolution speed exceedes the predetermined level.
  • the second gear is set to the automatic transmission to suppress the creep of a vehicle body when the operator has released his foot's hold from an acceleration pedal, while once the operator steps on the acceleration pedal to increase the engine revolution speed, the automatic transmission is immediately shifted down to a first gear and the vehicle body is powerfully accelerated, and thereafter it is changed to the second gear and to the third gear in response to the increase of the vehicle speed.
  • the controller of an automatic transmission disclosed in the Japanese Patent Application Laid-Open No. 62-184265 relatively successivefully functions for the creep suppression during the stoppage interval the operator has the intention of continuation of the stoppage, but it fails to control such a start operation that the automatic transmission is started with the second gear by discriminating specific operation conditions.
  • the control is automatically shifted to the first gear and substantially uniform start acceleration is achieved each time.
  • a second gear start is desired in several operation conditions. Namely, under the conditions where a vehicle is in a traffic jam with a short inter-vehicle distance and operations are repeated between stoppages and low speeds, a slow speed change and stable running are desired rather than a rapid response of a vehicle speed to operator's stepping on an acceleration pedal and powerful acceleration. In such a situation, an operator has the possibility of selecting a second gear start provided a manual shift transmission is installed on the vehicle.
  • the engine revolution speed is increased against a load to rotate a torque converter so that it is increased, slightly delayed from the stepping on the acceleration pedal, more slowly than a change in throttle opening. It is therefore necessary to set predetermined level that is a threshold to transfer the operation to the ordinary control function to be lower in order to initiate acceleration in the ordinary control function without delaying so much from the stepping on the acceleration pedal.
  • Idle speed of an engine is changed also owing to additional functions such as on and off operation of an air conditioner and an engine warming-up mode, so that when the predetermined revolution speed to transfer the operation to the ordinary control function are too low, the creep suppression control function is freely released even in the state where operator's foot is kept apart from the acceleration pedal to cause the possibility of any creep being produced irrespective of the intention of the operator.
  • a start controller of an automatic transmission which includes control means for controlling speed change operation of the automatic transmission using allocation regions of speed change gears corresponding to combinations of throttle openings and vehicle speeds to set a predetermined low speed gear and control means for setting when a vehicle speed is a predetermined lower level including stoppage a high speed gear higher at least one gear or more than said predetermined low speed gear, the improvement being such that the start controller further includes throttle speed detection means for estimating a changing rate of said throttle opening in an acceleration state, means for switching a range over which said control means for setting said high speed gear is used to a predetermined first control pattern of a throttle opening and a vehicle speed when the rate of the change in said throttle opening is higher than the predetermined changing rate in the state where said high speed gear is set, and means for switching a range over which said control means for setting said high speed gear is used to a second control pattern of a wider range of the throttle opening than said first control pattern when said changing rate is lower than said predetermined changing rate in the state
  • the present invention does not simply replace the engine revolution speed in a controller disclosed in the Japanese Patent Application Laid-Open No. 62-184265 with the throttle opening, but chiefly takes the changing rate of the throttle opening into consideration. More specifically, when the changing rate of the throttle opening is greater than the predetermined rate, creep is suppressed by setting a high speed gear with a predetermined range of the throttle opening and the vehicle speed (the first control pattern), while the changing rate of the throttle opening is smaller than the predetermined rate, the high speed gear is extended to a further wider range of the throttle opening (the second control pattern).
  • the function to start a vehicle with the second gear or higher is achieved by extending the control to suppress the creep to a region after the start so that it is easily applicable to an automobile having a control function to at least suppress the creep.
  • the immediate return to the ordinary control is limited to the case where an operator strongly steps on the acceleration pedal, and when the changing rate of the throttle opening does not exceed the predetermined rate, a high speed gear with the control to suppress the creep takes over a start and acceleration and deceleration in the low vehicle speed region as they are.
  • a control range to which the control to suppress the creep is applied is extended to the region after a start under predetermined conditions whereby an operator can secure a gentle start and more inertial running that avoids a rapid speed change without specific setting and operation such as a second speed start mode only by stepping on the acceleration pedal very mildly.
  • Said means to switch the operation to the first control pattern can be one which shifts to said predetermined low speed gear at timing to leave the first region defined in the low region of the throttle opening to switch the control to the control to set said predetermined low speed gear, in a case the changing rate of the throttle opening is greater than said predetermined rate when the throttle opening reaches to a predetermined level, and said means to switch the operation to said second control pattern continues said high speed gear until the operation leaves the second region extended to the side of the larger throttle opening including the first region.
  • a range to which the control to suppress the creep is applied is used properly into two classes corresponding to the great and small values of the changing rate of the throttle opening. Further, provided the changing rate of the throttle opening is greater than the predetermined rate when the throttle opening reaches the predetermined opening, an operator is supposed to desire powerful acceleration and the operation is returned to the ordinary control at timing leaving the first region. However, provided the changing rate of the throttle opening is less than the predetermined rate, an operator is supposed to desire a mild start and low speed running and the operation continues the control to suppress the creep as far as the operation leaves the second region extending to the higher throttle opening.
  • the operation shifts to the first gear when the throttle opening reaches a predetermined opening sot hat there is no possibility of misjudgement of the intention of an operator at the level of a smaller throttle opening and executing meaningless shift-down operation.
  • a start controller of an automatic transmission which includes control means for controlling speed change operation of the automatic transmission using allocation regions of speed change gears corresponding to combinations of throttle openings and vehicle speeds to set a predetermined low speed gear and control means for setting when a vehicle speed is a predetermined level including stoppage or lower a high speed gear higher at least one gear than said predetermined low speed gear, the improvement being such that the start controller further includes continuation means for continuing control with said control means to set said high speed gear when said throttle opening is lower than the predetermined opening in the state where said high speed gear is set, return means for switching control with said control means for setting said high speed gear to control with said control means for setting said predetermined low speed gear when the throttle opening exceeds the predetermined opening in an acceleration state, and return delay means for continuing the control with said control means for setting the operation to said high speed gear till the lapse of predetermined time even when the throttle opening exceeds said predetermined opening in an acceleration state.
  • switching timing from the creep suppression control to the ordinary control is determined using the throttle opening so that compared with the case determined with the vehicle speed the operation can be securely and quickly shifted to the first gear when an operator desires powerful acceleration.
  • the control to suppress the creep is released after the lapse of the predetermined time. At this time, provided the operation stays within the allocation region for the first gear, the shift operation to the first gear is performed with the ordinary control.
  • the control to suppress the creep is released after the lapse of predetermined time, and provided the operation falls within the allocation region for the first gear, the operation shifts to the first gear with the ordinary control.
  • control to suppress the creep is continued as long as the throttle opening does not reach the predetermined opening, and mild acceleration using the high speed gear is secured until the vehicle speed reaches a predetermined vehicle speed.
  • the changing rate of the throttle opening determines the changing rate of the throttle opening and properly use the first region and the second region corresponding to two predetermined openings.
  • the changing rate of the throttle opening is higher than the predetermined rate the first region defined in the region of the low throttle opening is applied.
  • the second region extended to the side of the higher throttle opening including the first region is applied.
  • the control to suppress the creep is applicable not only to a time interval after the start of a vehicle but also to the case where the operation transfers from the running state of a higher vehicle speed to that of a lower vehicle speed.
  • the ordinary control is switched to the control to suppress the creep when gear changes between the first and second gears are repeated or when acceleration and deceleration are repeated in the lower vehicle speed region.
  • a stable running state with a mild change in the vehicle speed is achieved when an automobile is caught up into any trouble such as a traffic jam, and hence an operator can easily keep an inter-vehicle distance.
  • FIG. 1 is a view illustrating a control system of an automatic transmission
  • FIG. 2 is a view illustrating allocation regions of first and second gears in ordinary speed change control
  • FIG. 3 is a view illustrating a region to which control to suppress creep is applied in which a region A is illustrated that is applied to mild stepping on an acceleration pedal;
  • FIG. 4 is a view illustrating a region B that is applied to strong stepping on an acceleration pedal
  • FIG. 5 is a flow chart illustrating start control
  • FIG. 6 is a flow chart illustrating start control in a second embodiment.
  • FIG. 1 illustrates a control system.
  • a throttle sensor 14 is provided on a throttle valve 22 of an engine 11 for detecting throttle opening.
  • the throttle opening of the throttle valve 22 changes correspondingly to the amount of stepping by an operator on an acceleration pedal 21 to increase and decrease output revolution speed of the engine 11.
  • a revolution sensor 15 provided on the engine 11 detects the speed of revolution of an output shaft of the engine 11.
  • Speed change modes of 6 classes of an automatic transmission 12 forward 3, reverse 1, neutral, and parking are set with a shift lever 23. These speed change modes are detected by a rotary switch 16 mounted on the automatic transmission 12.
  • the revolution speed of the output shaft of the automatic transmission 12 detected by a vehicle speed sensor 18 corresponds to a vehicle speed level of an automobile.
  • the total five speed change gears of forward 4 and reverse 1 can be set to the automatic transmission 12. Setting of the speed change gears is executed by on and off combinations of a plurality of solenoid valves 17 provided on the automatic transmission 12.
  • the automatic transmission control unit 13 for controlling the automatic transmission 12 incorporates outputs of the throttle sensor 14, revolution sensor 15, rotary switch 16, vehicle speed sensor 18, other sensors and instruments and executes necessary arithmetic operation processings, and estimates a speed change gear to be set to the automatic transmission under operation conditions at that time to switch the on-off combinations of the solenoid valves 17.
  • the automatic transmission control unit 13 allocates the first gear and the second gear as illustrated in FIG. 2 in the ordinary control, and switches the speed change gears of the automatic transmission 12 in response to a combination of a vehicle speed V estimated from an output of the vehicle speed sensor 18 and a throttle opening TH estimated from an output of the throttle opening sensor 14.
  • the shift-up gear change there are allocated the first gear in a region located on the left side of a speed change line L1, the second gear between the speed change line L1 and the speed change line L3, and the third gear in a region located on the right side of the speed change line L3.
  • the shift-down gear change there are allocated the first gear in a region located on the left side of the speed change line L2, the second gear between the speed change line L2 and the speed change line L4, and the third gear in a region on the right side of the speed change line L4.
  • the ordinary control is replaced for the creep suppression control, and the second gear is set to the automatic transmission 12 to increase the speed change ratio whereby there is prevented the creep where the automobile advances at a fine speed owing to the idle rotation of the engine 11.
  • the strength of the stepping on the acceleration pedal 21 is determined by calculating the changing rate Vth of the throttle opening TH and judging whether the rate Vth is less than a predetermined rate (a).
  • a region B in FIG. 4 is used as a range to which the creep suppression control is applicable.
  • the rate Vth is the set value (a) or lower, an extended region A illustrated in FIG. 3 is used as the range to which the creep suppression control is applicable.
  • the throttle opening Th does not reach the threshold TH1, so that setting of the second gear by the creep suppression control is continued until the operation reaches the vehicle speed V2. Since the vehicle speed V2 is defined between the speed change line L1 and the speed change line L3, the first gear is not quite used in such a start acceleration state.
  • FIG. 5 is a flow chart illustrating such creep suppression control.
  • the control flow is inserted in an ordinary control flow in the automatic transmission control unit 13.
  • step 111 continuation/prohibition of the creep suppression control is judged. Continuation is determined when the rotary switch 16 is set to the forward advance mode and the vehicle speed V is 0 or when a continuation flag set in later step 126 is 1. Otherwise, the operationn goes to step 119 for execution of the ordinary control. With the continuation there is executed the creep suppression control constructed with steps 112 to 118 and steps 120 to 126.
  • step 112 it is determined whether the speed change gear of the automatic transmission 12 is the second gear or not. Since with the vehicle speed V being 0 and in the early stage of the vehicle being stopped, the speed change gear of the automatic transmission 12 is the first gear, the operation goes from step 120 to 122 and is shifted up to the second gear, and the continuation flag is set to 1 in step 126. Thereafter, the operation is determined to be at the second gear in step 112 to successively suppress the creep during the stoppage of the vehicle.
  • step 113 the changing rate Vth of the throttle opening TH is estimated using stored data of the momentary throttle opening TH.
  • step 114 it is determined whether the estimated changing rate Vth of the throttle opening exceeds the set value (a) or not.
  • the operation goes to step 124 where it is judged whether the combination of the vehicle speed V and the throttle opening TH falls within the region A or not. If the operation is determined to be within the region A, the operation goes to step 126 to keep the second gear with the creep suppression control.
  • the rate Vth exceeds the set value (a)
  • the operation goes to step 115 where it is determined whether the throttle opening TH exceeds the threshold TH1 or not.
  • step 125 it is determined whether the combination of the vehicle speed V and the throttle opening TH falls within the region B or not. If the combination is determined to fall within the region B, the operation goes to step 126 where the second gear by the creep suppression control is maintained.
  • the operation is returned to the ordinary speed change control.
  • step 116 If the combination of the throttle opening TH and the vehicle speed V already falls within the second gear region, the operation goes from step 116 to step 118 where the continuation flag is set to 0. If the combination stays within the first gear region, the operation goes from step 116 to 117 where it is shifted down to the first gear, and thereafter the operation goes to step 118 where the continuation flag is set to 0.
  • step 118 the creep suppression control is prohibited until the vehicle is next stopped.
  • the automatic transmission control unit 12 of the first embodiment there is ensured a slow start with the second gear and stable running avoiding a rapid speed change in the case where a start and fine forward speed advance are repeated in a traffic jam with a shorter inter-vehicle distance. Also in the case where an operator carefully steps on the acceleration pedal on a frozen road surface or a snow-covered road, a slow start with the second gear is ensured.
  • Selection of such a second gear start is automatically executed by discriminating the changing rate of the throttle opening (strength of stepping on the acceleration pedal by an operator) so that there is no need of purposely performing setting and release by an operator as in a snow mode and so on.
  • step 119 in the processing flow in FIG. 5 corresponds to the control means for setting the predetermined low speed gear of the present invention
  • steps 111,112,120 to 122, and 126 correspond to the control means for setting the high speed change gear of the present invention
  • steps 113, 114 correspond to the means for switching the first control pattern to the second control pattern of the present invention
  • steps 116 to 118 correspond to the return means of the present invention
  • steps 113, 115 to the means for switching the second control pattern to the first control pattern
  • steps 124,125 correspond to the continuation means of the present invention.
  • FIG. 6 is a flow chart illustrating the start control in a second embodiment.
  • the constuction in FIG. 1, the ordinary control in FIG. 2, and the setting of the regions A and B in FIGS. 3, 4 are commonly used, and the processing flow in FIG. 5 is replaced for the processing flow in FIG. 6.
  • step 211 control allowance conditions of the creep suppression control are determined.
  • the rotary switch 16 is set to the forward advance mode whereby the creep suppression control is allowed when the vehicle speed V is V2 or less. Otherwise, the creep suppression control is prohibited and the operation goes to step 221.
  • step 221 ordinary speed change control is executed. More specifically, provided the second gear or higher is set to the automatic transmission and the combination of the throttle opening and the vehicle speed falls in the allocation region for the first gear in FIG. 2, shift-down to the first gear is executed.
  • step 212 it is determined whether a set of signals to a plurality of the solenoids 17 of the automatic transmission 12 is corresponding to the first gear or not.
  • step 221 the ordinary speed change control is applied. Otherwise, the operation goes to step 213.
  • the creep suppression control is applied even in the case, additionally to the time interval the operation escapes the region A (or the region B) after a start, where the vehicle speed is lowered because of the vehicle being caught up in a traffic jam during the running and hence acceleration and deceleration are repeated in the region A (or region B).
  • step 213 there are estimated the number of times m of down-shift from the second gear to the first gear during past 10 seconds and the number of times n of the vehicle speed being lowered across the vehicle speed C.
  • step 214 it is determined that the operation is under conditions where acceleration and deceleration are repeated in the low vehicle speed region provided the number m or the number n is 2 or more, and the operation unconditionally goes to step 220 where the creep suppression control is applied and meaningless shift-down to the first gear is prohibited.
  • the operation goes to the next control region switching steps (215 to 217).
  • the operation can be returned to the ordinary control provided an operator steps on the acceleration pedal in the acceleration state.
  • step 215 it is determined whether the changing rate Vth of the throttle opening TH exceeds the set value (a) or not. If the set value (a) is exceeded, the operation goes to step 217 where it is determined whether the combination of the throttle opening TH and the vehicle speed V falls within the region B in FIG. 4 or not.
  • step 216 it is determined whether the combination of the throttle opening TH and the vehicle speed V falls within the region A in FIG. 3 or not.
  • step 216 When it is determined in step 216 that the operation falls within the region A (or within the region B in step 217), the operation goes to step 220 where the creep suppression control is applied and stable running is ensured avoiding a rapid speed change.
  • step 216 when it is determined in step 216 that the combination is outside the region A (or region B in step 217), the operation basically goes to step 221 where the ordinary control is applied.
  • the second gear or more with the creep suppression control is continued until b second (e.g., 0.3 second) elapses after the escape.
  • b second e.g., 0.3 second
  • step 218 it is determined on the basis of stored data of the vehicle speed V estimated from an output of the vehicle speed sensor 18 whether the vehicle is in the acceleration state or not. With the acceleration state, it is determined that an operator strongly steps on the acceleration pedal to obtain powerful acceleration, and the operation goes to step 219.
  • the state of the greater throttle opening in the deceleration state or in a constant speed running state means that an operator feels insufficient power because of the vehicle reaching an upward slope for example so that the operation is returned to the ordinary control through step 218 to exhibit powerful acceleration with the first gear.
  • step 219 it is determined whether b second elapses after the operation escapes the region A (or region B) or not. If it is prior to the lapse of b second, the operation goes to step 220 where the speed change gear of the second gear or more with the creep suppression control is kept. After the lapse of b second, the operation goes to step 221 where the ordinary control is applied, and if the operation is in the allocation region for the first gear, shift-down to the first gear is executed.
  • the shift-down to the first gear is executed for the first time when the operation continuously escapes from the region A (or region B) for b second in the acceleration state so that there is eliminated meaningless repetition of the down-shift to the first gear when an operator unnecessarily varies the throttle opening up and down.
  • an output of the automatic transmission varies each time the speed change is executed to cause slight speed change shock and further to cause a response of the vehicle body to the stepping by an operator on the acceleration pedal to be changed. Accordingly, driving characteristics and comfortabilities are improved and the running condition is also stabilized by eliminating the meaningless shift-down to the first gear.
  • the creep suppression control is assumed to be applied, additionally to the time interval until the operation escapes the region A (or region B) after a start, also when the vehicle speed is lowered under the ordinary control and the operation enters the region A (or region B), and since the operation is returned to the ordinary control only by permitting an operator to step on the acceleration pedal in any case, acceleration performance and driving response in the low vehicle speed region are uniformed to prevent the operator to feel a sense of incompatibility due to the creep suppression control.
  • step 221 in FIG. 6 corresponds to the control means of the present invention for setting a predetermined low speed gear
  • step 220 to the control means of the present invention for setting the high speed gear
  • step 215 to the means of the present invention for switching the operation to the second control pattern and the means for switching the operation to the first control pattern
  • steps 216 and 217 to the continuation means of the present invention
  • steps 216 to 218 to the return means of the present invention
  • step 219 corresponds to the return delay means of the present invention.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
US08/647,256 1995-05-16 1996-05-13 Start controller for automatic transmission Expired - Lifetime US5662548A (en)

Applications Claiming Priority (2)

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JP14106595A JP3495459B2 (ja) 1995-05-16 1995-05-16 自動変速機の発進制御装置
JP7-141065 1995-05-16

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Cited By (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5769754A (en) * 1995-12-20 1998-06-23 Hyundai Motor Company Kickdown control method for automatic transmission
WO2002087917A1 (en) * 2001-04-27 2002-11-07 Volvo Lastvagnar Ab Motor driven traction vehicle
US6634987B2 (en) * 2000-11-30 2003-10-21 Hyundai Motor Company Creep-control method for an automatic transmission of a vehicle
US6676566B2 (en) * 2000-10-24 2004-01-13 Honda Giken Kogyo Kabushiki Kaisha Control system for an automatic transmission of a vehicle
EP1258386A3 (de) * 2001-05-18 2006-05-31 ZF Sachs AG Verfahren zur Durchführung eines Anfahrvorgangs bei einem Antriebssystem
WO2007030065A1 (en) * 2005-09-07 2007-03-15 Volvo Lastvagnar Ab A method for operating an automatic or semi-automatic manual transmission of a heavy vehicle when in idle-driving mode
US20080221762A1 (en) * 2005-05-11 2008-09-11 Zf Friedrichshafen Ag Method and Device for Controlling a Standstill Circuit of an Automatic Transmission
US20090233765A1 (en) * 2008-03-17 2009-09-17 Gm Global Technology Operations, Inc. Control system and method for accelerator pedal based shift point stabilization for an automatic transmission
US20110112743A1 (en) * 2009-11-06 2011-05-12 Ahn Samuel S Throttle compensation for second gear starts in manual transmission vehicles
US9194487B2 (en) 2011-03-22 2015-11-24 Caterpillar Inc. System and method for automatically downshifting an automatic transmission with alternate forward launch gear
US10208855B2 (en) * 2015-07-14 2019-02-19 Zf Friedrichshafen Ag Method for starting a mobile vehicle
US11136033B2 (en) * 2016-07-08 2021-10-05 Audi Ag Method for operating a driver assistance system in a motor vehicle, the system supporting the driver in coasting mode, and motor vehicle
EP3869071A4 (en) * 2018-10-18 2022-05-18 LS Mtron Ltd. AGRICULTURAL MACHINERY TRANSMISSION CONTROL APPARATUS AND AGRICULTURAL MACHINERY TRANSMISSION CONTROL METHOD

Families Citing this family (4)

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DE19934997A1 (de) 1999-07-26 2001-02-01 Volkswagen Ag Verfahren zur Steuerung eines Schaltvorgangs eines automatisierten Doppelkupplungsgetriebes
KR100372448B1 (ko) * 2000-12-22 2003-02-15 현대자동차주식회사 차량용 자동 변속기의 변속 제어 방법
DE10232229A1 (de) 2002-07-17 2004-02-05 Zf Sachs Ag Verfahren zur Durchführung eines Anfahrvorgangs bei einem eine Doppel- oder Mehrfach-Kupplungseinrichtung aufweisenden Kraftfahrzeug-Antriebssystem
JP4604573B2 (ja) * 2004-06-28 2011-01-05 マツダ株式会社 車両の制御装置

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US4891758A (en) * 1988-01-20 1990-01-02 Csepel Autogyar Process and apparatus for realizing safe start-up shifting and energy saving idling of motor vehicles provided with automatic transmissions

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JPS62184265A (ja) * 1986-02-07 1987-08-12 Aisin Seiki Co Ltd 車両用自動変速装置
DE4315843A1 (de) * 1993-05-12 1994-11-17 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Antriebsleistung eines Fahrzeugs

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US4891758A (en) * 1988-01-20 1990-01-02 Csepel Autogyar Process and apparatus for realizing safe start-up shifting and energy saving idling of motor vehicles provided with automatic transmissions

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5769754A (en) * 1995-12-20 1998-06-23 Hyundai Motor Company Kickdown control method for automatic transmission
US6676566B2 (en) * 2000-10-24 2004-01-13 Honda Giken Kogyo Kabushiki Kaisha Control system for an automatic transmission of a vehicle
US6634987B2 (en) * 2000-11-30 2003-10-21 Hyundai Motor Company Creep-control method for an automatic transmission of a vehicle
WO2002087917A1 (en) * 2001-04-27 2002-11-07 Volvo Lastvagnar Ab Motor driven traction vehicle
US20040157703A1 (en) * 2001-04-27 2004-08-12 Anders Eriksson Motor driven traction vehicle
EP1258386A3 (de) * 2001-05-18 2006-05-31 ZF Sachs AG Verfahren zur Durchführung eines Anfahrvorgangs bei einem Antriebssystem
US8078369B2 (en) 2005-05-11 2011-12-13 Zf Friedrichshafen Ag Method and device for controlling a standstill circuit of an automatic transmission
US20080221762A1 (en) * 2005-05-11 2008-09-11 Zf Friedrichshafen Ag Method and Device for Controlling a Standstill Circuit of an Automatic Transmission
US20080248920A1 (en) * 2005-09-07 2008-10-09 Volvo Lastvagnar Ab Method for Operating an Automatic or Semi-Automatic Manual Transmission of a Heavy Vehicle When in Idle-Driving Mode
WO2007030065A1 (en) * 2005-09-07 2007-03-15 Volvo Lastvagnar Ab A method for operating an automatic or semi-automatic manual transmission of a heavy vehicle when in idle-driving mode
US8235864B2 (en) 2005-09-07 2012-08-07 Volvo Lastvagnar Ab Method for operating an automatic or semi-automatic manual transmission of a heavy vehicle when in idle-driving mode
US20090233765A1 (en) * 2008-03-17 2009-09-17 Gm Global Technology Operations, Inc. Control system and method for accelerator pedal based shift point stabilization for an automatic transmission
US8133154B2 (en) * 2008-03-17 2012-03-13 GM Global Technology Operations LLC Control system and method for accelerator pedal based shift point stabilization for an automatic transmission
US20110112743A1 (en) * 2009-11-06 2011-05-12 Ahn Samuel S Throttle compensation for second gear starts in manual transmission vehicles
US8099226B2 (en) * 2009-11-06 2012-01-17 Toyota Motor Engineering & Manufacturing North America, Inc. Throttle compensation for second gear starts in manual transmission vehicles
US9194487B2 (en) 2011-03-22 2015-11-24 Caterpillar Inc. System and method for automatically downshifting an automatic transmission with alternate forward launch gear
US10208855B2 (en) * 2015-07-14 2019-02-19 Zf Friedrichshafen Ag Method for starting a mobile vehicle
US11136033B2 (en) * 2016-07-08 2021-10-05 Audi Ag Method for operating a driver assistance system in a motor vehicle, the system supporting the driver in coasting mode, and motor vehicle
EP3869071A4 (en) * 2018-10-18 2022-05-18 LS Mtron Ltd. AGRICULTURAL MACHINERY TRANSMISSION CONTROL APPARATUS AND AGRICULTURAL MACHINERY TRANSMISSION CONTROL METHOD

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JPH08312775A (ja) 1996-11-26
DE19619717A1 (de) 1996-11-21
JP3495459B2 (ja) 2004-02-09
DE19619717B4 (de) 2004-09-09

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